Fuel-feed system for internal-combustion engines.



No. 891,903; PATENTED JUNE 30, 1908.

. F. W. BRADY.

.EUEL FEED SYSTEM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED APR.14, 1906.

3 SHEETS-SHEET 1.

PATENTED JUNE 30, 1908.

F! W. BRADY. FUEL FEED SYSTEM FOR INTERNAL GOMBUSTION ENGINES.

3 SHIRTS-SHEET 2.

APPLICATION FILED APR. 14, 1908.

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No. 891,903. PATENTED JUNE 30, 19 08 F. W. BRADY.

FUEL FEED SYSTEM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED APB.14, 1906.

3 SHEETS-SHEET 3.

- i I myzmofi T I k f, I

. I ATTORNEY,

FRANCIS W. BRADY, OF ENG LEWOOD, NEW JERSEY.

FUEL-FEED SYSTEM FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented June 30, 1908.

Application filed April 14:, 1906. Serial No. 311,768.

To all whom it may concern:

Be it known that I, FRANCIS W. BRADY, a citizen of the United States, residing at Englewoo'l, county of Bergen, State of New Jersey, have invented certain new and useful Improvements in Fuel Feed Systems for Internal Combustion Engines; and I do hereby declare the following to be a full,

clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains' to make and use the same.

My improvements relate to systems of fuel feed for internal combustion' engines, inv

which the fuel is fed to the combustion chambe1', or to the vaporizer or carbureter under pressure which'increases with the speed of the engine. An example of such a system is one in which a hydro-carbon oil is fed to the engine cylinder, or to the va orizer or carbureter from a tank support above the level of the feed opening and inwhich the liquid hydro-carbon is pumped to the elevated res-' ervoir by a pump driven from the main shaft of the engine.

Other examples will suggest themselves to those skilled in the art.

By my improvements I secure an accurate control of the pressure under which the fuel is fed and a conse uent close regulation of the amount of fuel ed on each stroke of the engine and fufthermore, the parts are so constructed and arranged that as the speed of the engine increases the pressure on the fuel will be allowed to increase, thus giving a greater velocity of feed to the fuel and therey insuringa feed of the proper amount of fuel in the shorter time during which the feed port is opened, as the speed of the engine 1ncreases. The arts are preferably so ar-,

' ranged that thisincrease of velocity of fuel fee will maintain the amount of fuel fed for each charge-constant, as the speed of the e'nfeed to decrease w en the desired maximum s of engine is reachedfwhereby the exp oslve'mlxture in the engine is starved and the tendency to overreach the desired maxi- -ate washers, passes t erence being had to the accompanying drawmgs.

In the drawings, Figure 1 is a rear elevation of an ap )aratus in which my improvements are embodied; Fig. 2 is a side elevation looking at the right of Fig. 1, and section; Fig. 3 is a top plan view of t 10 same, Figs. 4 and are sectional views of the weighted pressure regulating relief valve, Fig. 6 shows in elevation an engine equipped with my improved system of fuel feed.

Referring to Figs. 1, 2 and 3, a. designates the fuel feed ipe in a pressure feed system. Into this 'fee ipe is connected a T section b. From the t ird openin r in-the T section, a pipe 0 extends vertically into the bottom of the weighted pressure regulating relief valve (1. This valve. d is provided with lugs by which it isbolted to a casting e, which is secured to the frame of the engine. The casting is is provided with a pair of upwardly extending arms f, in which the sha t 9 1S 1ournaled and the bearin s h for the lever c are supported. Bolte to this casting e and preferably also. to the frame of the engine is acasting 01, which is provided with a bearing for the shaft 1' carrying a pulley k, bfy which it may be driven from the main sha t of the engine. This shaft 3' carries at its inner end a beveled gear Z meshin with a correspondin gear m connected to t he ball governor G. he gear m and the lower collar of the ball governor are rotatable on the sleeve it supported by a tubular enlargement 0 on the casting i, and are prevented from vertical movement by the collar 1), which is fastened by a set screw to the sleeve n. The upper collar of the ball governor carries the rod g, which passes through the sleeve n and I the tubular enlargement 0, as shown in Fi 2. Into the lower end of the tubular e argement 0 is screwed the collar 1", by which the rod q is ided. This rod 1 carries a head .9 in the ower end of which is a slot through which a pin tin a bearing on the casting e passes. A gattplneld ortio1(11 of the head 8 is embraced t e in van a inucarr 'n a r0 riy i hrou h a l ot in tlie nk '0 and the flattened portion of the head s. The link '0 also embraces the lower end of an arm a: and is pivotally connected thereto by a pin w. The arm 2: 1s rigidly secured to the shaft g. On the shaft 9 and outside of the arm f is a torsion-spring 1], one end of which artly in reservoir and maintains the which is tapped. a

the shaft g. The tendency of this torsion and carries at its outer end a pin 11 adapted to engage with and press down upon the weighted cap e of the valve (1 thus creating a counter-pressure on the relief valve. This pin (1' is screw-threaded and, therefore,-'adjustable. Carried by a lug on the plunger s is a pin f which is also screw-threaded and adjustable, and which is adapted to engage with a projection g on the lever a when the head 8 moves down toa sufficient extent.

Referring to F i s. 4 and 5, it will be seen that the cap e o the valve d is of a solid construction and carries a weight it. This cap is adapted to fit on the top of the valve 11 with its weight h within the inner chamber of the valve (1, and the depressed ortion of the ca 6 is adapted to seat itsel uponthe to of the annular partition 1', within the va ve casing. The interior chamber of the valve (1 communicates with the fuel feed pipe through the pipe 0 and the exterior chamber of the valve 11 has an outlet 9" into ipe is communicating om which the fuel is with the reservoir, pumped to the pressure tank.

In Fig. 6 the above described-apparatus is shown in place in a pressure fuel eed system attached to an internal combustion engine. In this figure the engine is indicated at A and the governor G with the Weighted valve 6 are shown secured to the frame of the engine by the bracket e. The ump m driven by an eccentric on the main shaft of the engine, draws oilfrom the supply tank through-the pipe a, which leads through the T with which the relief valve communicates. The ipe a leads the oil into an air chamber 11, w 'ch is. closed at the top. This chamber serves as a I pressure by the compression and expansion 0 the air. From this air chamber the oil flows into the en 'ne when the, feed valve is 0 en. The over ow from the relief valve e flows through the pipe 7c back into the supply tank.

The operation of the part is as follows: At the starting of the engine the pressure in the feed s stem is maintained at the desired point'bjv t e dead weight of the cap e on the valve and by the counter-pressure of the pin d on this cap, which counterressure is caused b the torsion s ring 1 w 'ch tends to turn t e arm win a c ockwise direction, as viewed in Fig. 2, pulling back the link 4) and pressing the pin a a ainst the inner surface of the slot 6 on the ever 0' thus creating a ing turning moment on the lever c a ainst the pressure of the system. It will e understood that in this condition of the parts if the turning mome'nt due to the pressure of the feed system on the'under face of the cap e is greater than the turning moment due to the weight of the cape and the counter pressure of the pin (1 thereon, the cap e will be lifted, allowing the fuel to escape over the to of the partition '5 in the valve (1 and back lnto the stora e reservoir, thus reducing the pressure on t e feed'system to the point where the cap e seats itself. As the speed of the engine increases, the balls of the ball governor separate and press down the rod g and the hea s,thus moving the pin 0,. on the link '0 down the slot 1) in the lever 0 giving a greater leverage of the arm x on the lever 0, thus increasing the counter-pressure on the pressure regulating relief valve. This in creased counterressure on the pressure regulating relief va ve raises the polnt'at' which the pressure on the feed system will be relieved by that valve. In consequence of this increase of pressure on the feed system, the velocity of fuel feed will be increased and the amount of fuel fed on each stroke will remain constant u speed. The pin on the head sis so set that it will contact with the projection g on the lever '0' when this desired maximum speed: has been reached. Any increase in speed above this point will result in a further depression of the head 8 and the pin f with the result that the pin f throws back the lever c and lifts the pin (1 from the ca 6', thus relieving the pressure on the fee system and thereby starving the mixture The starving of the n 'xture, of course, results;.;insa decrease o the speed of the engine -to the desired point. S

It will be understood that my invention to the desired maximum may be used with either a liquid fuel feed of my invention which provides means for retaining an increasing pressure as the s eed of the engine increases andmeans for re ievthe pressure when the maximum desired speed is reached.

The nature of while I have illustrated and descri ed in detail the form in which I prefer to embody my improvements, it. will e understood that they maybe embodiedin other forms without departing from the spirit of m invention. In fact, so far as I am aware, it is 'roadly'new in internal combustion engines to regulate the pressure in a pressure fuel feed system m such manner that the ressure m the fuel feed system is maintained proportional to the increasing the speed of the'engine, therebi t manner as 0 velocity of fuel feed in suc my improvements will be I understood from the above descrl t1on, and

maintain the qpantity of fuel fed constant as the speed of t e engine increases; and it is likewise. broadly new to add to such a system as that just specified means for relieving the pressure when the speed of the engine rises above a predetermined maximum, thereby automatically regulatin the speed of the engine; and it is intended that the claims a ended hereto should have a corresponil- 1n 1 broad interpretation:

hat I claim is:

I 1. In afuel feed system for internal combustion en ines, means. for maintaining the velocity 0 fuel feed pro ortionate to the speed of the engine unti the engine has reached a predetermined speed, and means for automatically reducin the velocity of fuel feed when that spec of the engine is reached."

-2. In a ressure fuel feed system for internal com ustion en ines, means for creating pressure in the fuel feed system, and means for retaining a proportionately'in- 'creased pressure in the system as the speed of the engine increases.

3. In a pressure fuel feed system for 1nternal com ust on engines, means for creating pressure in the fuel feed system, means for retaining an increased pressure in the system as the speed of the engine increases, and means for relieving the pressure at a predetermined speed of the en ine.

4. In a ressure fuel eed system for internal com ustion engines, a fuel pipe, a relief valve therein, means for creating pressure on the fuel in said pipe, means for applying counter-pressure to the relief valve against the pressure of the fuel and means for increasing the counter-pressure as the speed of the engine increases.

5. In a ressure fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, means for oreating pressure on the fuel in said pipe, meansforapplyingcounter-pressure to the relief valve against the pressure of the fuel, means for increasing the counter-pressure as the speed of the engine-increases, and means for reducing the counter-pressure at a predetermined speed of the engine. v

6. In a ressure fuel feed system for internal com ustion engines, means for creating pressure in the fuel feed system, means for retaining the pressure in the system, and means for relieving the pressure at a predetcrmined speed of the en ine.

7. In a ressure fuel feed system for internal com ustion engines, a fuel pipe, means for creating ressure on the fuel in said pipe, a release va ve in the pipe, means fornormally holding the release valve closed against the pressure in the pipe, and means for releasing said valve to allow it to open when the engine reaches a pre-determined speed.

. 8. In a pressure fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, means for creating pressure on the fuel in the pipe, means for applying counterressure to the relief valve and means for re ucing the counter-pressure at a predetermined speed of the engine.

9. In a ressure fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, means for creating pressure on the fuel in the pipe, a governor driven from the engine shaft, and connections between the governor and the valve adapted to hold the valve closed against increased pressure of the fuel, as the speed of the governor increases.

10. In a pressure fuel feed system for in-' ternal combustion engines, a fuel pipe, a relief valve therein, means for creating pressure on thefuel in the pipe, a governor driven from the engine shaft and connections between the governor and the valve adapted to actuate the valve to relieve the pressure, when the engine reaches a predetermined speed.

11. In a pressure fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, nicans for creating pressure on the fuel in the pipe, a governor driven from the engine shaft and connections between the governor and the valve adapted to hold the valve closed against increased pres sure of the fuel up to a predetermined point and then to allow the valve to open and relieve the pressure.

12. In a pressure fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, means for creating pressure on the fuel in the pipe, a lever connected to the valve, a fulcrum for the lever, means for creating a tuming-moment'of the lever on its fulcrum against the prssure of the fuel and means for increasing the said turning-moment as the speed of the engine increases.

13. In a pressure fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, means for creating pressure on the fuel in the pipe, a lever connected to the valve, a fulcrum for the lever, a spring,

.and adjustable connection between the spring and the lever, through which the spring acts to turn the lever on its fulcrum against the pressure of the fuel and means for adjusting the said connection to increase thelevera e of the spring on the lever as the speed of t 1e engine increases.

14. In a pressure fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, means for creating pressure on'the fuel in the pipe, a lever "0111101; ted to the valve, a fulcrum for the lever, a spring adjustable connections between the spring and the lever through which the spring acts to turn the lever on its fulcrum against the pressure of the fuel, means for adjusting the 'the said connections to increase the levera e of\ the spring on the lever as the speed o the engine increases, and means for turning the lever against the action of the spring at a predetermined speed of the engine.

15. In a pressure fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, means for creating pres sure on the fuel in the pipe, a lever connected to the valve, a fulcrum for the lever, a pivoted arm, means for turning said arm on its pivot, a link carried by said arm and engaging with the lever to turn it on its pivot against the pressure of the fuel, a governor driven from the engine shaft and a rod connecting the governor and said link, whereby oint o engagement of the link withthe ever is varied as the speed of thegovernor increases. g

16. In a pressure. fuel feed system for internal combustion engines, a fuel pipe, a relief valve therein, means for creating pressure on the fuel in the pipe, a lever connected to the valve, a fulcrum for the lever, a pivoted arm, means for turning said arm on its ivot, a link carried by said arm and engagmg with the lever to turn it on its fulcrum against the pressure of the fuel, a governor driven from the engine shaft, a rod connecting the governor and said link, whereby as the speed of the governor increases the point of engagement of the link with the lever isvaried, a stop on said rod, and a projection on said lever in the path of movement of the stop, whereby at a predetermined speed of the governor the lever is rotated against the governor, a rod connected to the governor,

a head carried by the rod and engaging said link, a stop on said head and a projection on the said lever in the path of movement of the sto substantially as described.

I testimony whereof I affix my signature, in presence of two witnesses.

FRANCIS W. BRADY. Witnesses:

BURGESS OCRUDEN, 'WILLI M H. DAVIS. 

